No cause for confusion about where the transit buck stops

If only the Metropolitan Transportation Authority had a nickel for every finger pointed about the transit system’s problems. Blame is being cast in every direction—at Gov. Andrew Cuomo, Mayor Bill de Blasio, state legislators, MTA executives, Amtrak and others. It’s easy to see why. Only 66% of subways complete their routes on time, down from 86% five years ago. Subway cars, some of which date back to the 1960s, are going only 68% as far before breaking down as they did in January 2012. In May alone, 197 Long Island Rail Road trains were canceled, a nearly fourfold increase over that same month last year, and 1,590 were delayed, up from 723. On top of these infuriating inconveniences, there have been several harrowing incidents, including panicked riders attempting to claw their way out of a stalled F train and an A-train derailment caused by human error.

Let’s get one thing straight: Cuomo controls the MTA, which runs city subways and buses, the LIRR and Metro-North. True, his appointees cast only six of the MTA board’s 14 votes, but the agency does everything that he wants and nothing that he doesn’t. His recent comments to the contrary were disingenuous and misled the public. And his unsuccessful attempt to gain two more appointments would not have made one more train run on time. Cuomo is correct that Amtrak did not adequately maintain Penn Station’s tracks, leading to emergency repairs that will plague thousands of LIRR riders all summer. But he harps on it only to distract people from his MTA failures, which affect millions of straphangers.

The governor’s other responses to the transit system’s troubles have also been unsatisfactory. He settled transit workers’ contracts early in his tenure without work-rule changes long sought by MTA executives that would have freed up money for maintenance. He has pledged billions more capital dollars than he’s delivered and brazenly diverted some that were intended to alleviate delays. He launched a bizarre contest to solicit ideas on speeding delivery of new subway cars, knowing full well that they are ordered from upstate plants in a political quid pro quo to get state Senate support for the MTA capital budget. And he neglects to pursue tolling as a transit- funding tool that would have the ancillary benefits of easing traffic congestion and improving air quality in city neighborhoods.

Of course it would be preferable if mass transit got all it needed from designated, untouchable funding streams rather than having to rely on state politicians for 42% of its operating budget and a big chunk of capital spending. But until that happens, the politicians must do what is needed and be held accountable when they do not. — THE EDITORS

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